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p INI/ENTOR fw @ma UNITED STATES Patented January 10, 1905.

JOHN T. DEVIESE, OF CROWNHILL, WEST VIRGINIA.

AIR-DOOR.

SPECIFICATION forming part of Letters Patent No. 779,534, dated January 10, 1905.

Application filed May 12, 1904. Serial No. 207,683.

10 (all whom, t www concern,.-

Be it known that I, JOHN T. Dnvrnsn, a citizen of the United States, residing at Crownhill, in the county of Kanawha and State of llest Virginia, have invented certain new and useful Improvements in Air-Doors; and I do hereby declare the following to be a full, clear,

and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to air-doors for use in mines; -and it consists in the novel'construction and combination of the parts, hereinafter fully described and claimed, whereby the door is operated automatically on the approach of a car.

In the drawings, Figure l is a plan view of the air-door and the parts cooperating with it. Fig. Q is a side View of the same. Fig. 3 is a detail side view of one of the insulating rail-joints.

A is the door-frame, and B represents. the leaves of the door, which are hinged to the frame by hinges .7; or in any other approved manner. 4The door or door-leaves are normally held closed by springs or any other approved means for that purpose. For the purpose of opening the door a solenoid C is provided, and its core c is operatively connected with the leaves of the door by pivoted rods D. The solenoid is supported by the door-frame and is preferably arranged at the top of the door. Any approved form of electromagnet may be used as the equivalent of the solenoid to open the door.

E E are the track-rails. The rail E is continuous, and the rail E is provided with an insulated section e, which extends under the door and. for a prearranged distance at each side of the door. The section e is insulated from the main parts of the rail by blocks of insulating' material f, placed between the ends of the rails, and fish-plates f, of insulating material, vulcanized fiber being preferred for this purpose. A second solenoid or electromagnet G is arranged near the door-frame and is preferably secured to a post F, which is secured on one side of the track. This solenoid is provided with a core g, and H is a contact-lever which is pivoted on a pin It,

projecting from4 the said post and connected to the said core g.

I is a contact piece or plate for the free end portion of the contact-lever to bear against.

J represents two similar treadle-levers pivoted by pins 7' to suitable supports j', which are arranged near the ends of the insulated rail-section e. K represents contact-plates arranged adjacent to the free end portions of the said treadle-levers.

M is the negative main wire, which is connected with the rail E' by a wire' m at suitable points.

W represents cross bonds or ties, which couple the rails together at various points and prevent them from spreading.

N is the positive main wire, which is connected with the solenoid or electromagnet C by a wire n, and a is a Wire which connects the solenoid or electromagnet C with the s0- lenoid or electromagnet G.

P is a wire which has the contact-plate I included in its length. This wire P is connected at one end to the solenoid or electromagnet G, and its other end is divided into two branches p, which are connected to the contact-plates K, respectively.

R is a wire which is connected at one end to the insulated rail-section e and at the other end to the contact-lever H.

The operation of the mechanism is as follows: Then a car approaches the door and passes onto the insulated rail-section e, it depresses a treadle-lever and raises the free end of the said lever into contact with one of the contact-plates K. The current now passes from the positive main, through the wire n., solenoid C, and wire n', to the solenoid G, which is energized, through the wiresPand p to the treadlelever, and through the car-wheels and axle to the track-rails, which are connected with the negative main. The solenoid G being energized operates the contact-lever H, which is placed in Contact with the contact-plate I. This makes a shorter circuit, and the current now passes through the solenoid C to the solenoid G, as before, and from the solenoid G through the contact-plate I and lever H and Wire R to the insulated rail-section e and thence through the wheels and axle of the car to the rail E and the negative main. The solenoid C opens the door directly it is energized. and the door remains open as long as the car is on the insulated rail-section e. because the solenoid Gr remains in circuit and holds the contact-lever H against the contactplate I. After the car has left the insulated Yrail-section e the parts return to their original positions by gravity or by other approved means.

What I claim isf 1. The combination, with an air-door, and a magnet for opening it; of` a track provided with an insulated rail-section which extends under the said door, a second magnet which when energized closes a short electric circuit through the irst said magnet to the said insulated rail-section, and a treadle arranged near one end of the said insulated rail-section and operating when actuated by a car to close an electric circuit through both the said magnets.

2. The combination, with an air-door, and a magnet for opening it; of a track provided with an insulated rail-section which extends under the said door, a second magnet which when energized closes a short electric circuit through the rst said magnet to the said insulated rail-section, and two treadles arranged one near each end of the said railsection and operating when actuated by a car to close an electric circuit through both the said magnets. In testimony whereof I have aiixed my signature in the presence of two witnesses.

JOHN T. DEVIESE.

I/Vitnesses:

I. L. EMBLETON, FINNIE MCBRIDE. 

